2003 Dodge RAM Standard Owners Manual

NOTE: Various diagnostic procedures may actually cause a diagnostic monitor to set a DTC. For instance, pulling a spark plug wire to perform a spark test may set the misfire code. When a repair is completed and verified, connect the DRB scan tool to the 16–way data link connector to erase all DTC’s and extinguish the MIL.

OPERATION - TASK MANAGER

The Task Manager determines which tests happen when and which functions occur when. Many of the diagnostic steps required by OBD II must be per- formed under specific operating conditions. The Task Manager software organizes and prioritizes the diag- nostic procedures. The job of the Task Manager is to determine if conditions are appropriate for tests to be run, monitor the parameters for a trip for each test, and record the results of the test. Following are the responsibilities of the Task Manager software: † Test Sequence † MIL Illumination † Diagnostic Trouble Codes (DTCs) † Trip Indicator

Fig.1DATALINKCONNECTORLOCATION-

TYPICAL

1 - 16-WAY DATA LINK CONNECTOR

† Freeze Frame Data Storage † Similar Conditions Window

Test Sequence

In many instances, emissions systems must fail diagnostic tests more than once before the PCM illu- minates the MIL. These tests are know as ’two trip monitors.’ Other tests that turn the MIL lamp on after a single failure are known as ’one trip moni- tors.’ A trip is defined as ’start the vehicle and oper- ate it to meet the criteria necessary to run the given monitor.’

Many of the diagnostic tests must be performed under certain operating conditions. However, there are times when tests cannot be run because another test is in progress (conflict), another test has failed (pending) or the Task Manager has set a fault that may cause a failure of the test (suspend).

† Pending

Under some situations the Task Manager will not run a monitor if the MIL is illuminated and a fault is stored from another monitor. In these situations, the Task Manager postpones monitors pending resolu- tion of the original fault. The Task Manager does not run the test until the problem is remedied. For example, when the MIL is illuminated for an Oxygen Sensor fault, the Task Manager does not run the Catalyst Monitor until the Oxygen Sensor fault is remedied. Since the Catalyst Monitor is based on sig- nals from the Oxygen Sensor, running the test would produce inaccurate results.

† Conflict

There are situations when the Task Manager does not run a test if another monitor is in progress. In

EMISSIONS CONTROL

25 - 6
EMISSIONS CONTROL (Continued)

if

these situations, the effects of another monitor run- ning could result in an erroneous failure. If this con- flict is present, the monitor is not run until the conflicting condition passes. Most likely the monitor will run later after the conflicting monitor has passed. For example, the Fuel System Monitor is in progress, the Task Manager does not run the EGR Monitor. Since both tests monitor changes in air/fuel ratio and adaptive fuel compensation, the monitors will conflict with each other. † Suspend Occasionally the Task Manager may not allow a two trip fault to mature. The Task Manager will sus- pend the maturing of a fault if a condition exists that may induce an erroneous failure. This prevents illuminating the MIL for the wrong fault and allows more precis diagnosis. For example, if the PCM is storing a one trip fault for the Oxygen Sensor and the EGR monitor, the Task Manager may still run the EGR Monitor but will suspend the results until the Oxygen Sensor Monitor either passes or fails. At that point the Task Manager can determine if the EGR system is actu- ally failing or if an Oxygen Sensor is failing.

MIL Illumination

The PCM Task Manager carries out the illumina- tion of the MIL. The Task Manager triggers MIL illu- mination upon test failure, depending on monitor failure criteria.

The Task Manager Screen shows both a Requested MIL state and an Actual MIL state. When the MIL is illuminated upon completion of a test for a third trip, the Requested MIL state changes to OFF. However, the MIL remains illuminated until the next key cycle. (On some vehicles, the MIL will actually turn OFF during the third key cycle) During the key cycle for the third good trip, the Requested MIL state is OFF, while the Actual MILL state is ON. After the next key cycle, the MIL is not illuminated and both MIL states read OFF.

Diagnostic Trouble Codes (DTCs)

With OBD II, different DTC faults have different priorities according to regulations. As a result, the priorities determine MIL illumination and DTC era- sure. DTCs are entered according to individual prior- ity. DTCs with a higher priority overwrite lower priority DTCs.

Priorities

† Priority 0 —Non-emissions related trouble codes † Priority 1 — One trip failure of a two trip fault

for non-fuel system and non-misfire.

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for fuel system (rich/lean) or misfire.

† Priority 2 — One trip failure of a two trip fault † Priority 3 — Two trip failure for a non-fuel sys- tem and non-misfire or matured one trip comprehen- sive component fault. † Priority 4 — Two trip failure or matured fault for fuel system (rich/lean) and misfire or one trip cat- alyst damaging misfire.

Non-emissions related failures have no priority. One trip failures of two trip faults have low priority. Two trip failures or matured faults have higher pri- ority. One and two trip failures of fuel system and misfire monitor take precedence over non-fuel system and non-misfire failures.

DTC Self Erasure

With one trip components or systems, the MIL is

illuminated upon test failure and DTCs are stored.

Two trip monitors are components requiring failure in two consecutive trips for MIL illumination. Upon failure of the first test, the Task Manager enters a maturing code. If the component fails the test for a second time the code matures and a DTC is set.

After three good trips the MIL is extinguished and the Task Manager automatically switches the trip counter to a warm-up cycle counter. DTCs are auto- matically erased following 40 warm-up cycles if the component does not fail again.

For misfire and fuel system monitors, the compo- nent must pass the test under a Similar Conditions Window in order to record a good trip. A Similar Con- ditions Window is when engine RPM is within ±375
RPM and load is within ±10% of when the fault occurred.

NOTE: It is important to understand that a compo- nent does not have to fail under a similar window of operation to mature. It must pass the test under a Similar Conditions Window when it failed to record a Good Trip for DTC erasure for misfire and fuel system monitors.

DTCs can be erased anytime with a DRB III. Eras- ing the DTC with the DRB III erases all OBD II information. The DRB III automatically displays a warning that erasing the DTC will also erase all OBD II monitor data. This includes all counter infor- mation for warm-up cycles, trips and Freeze Frame.

Trip Indicator

The Trip is essential for running monitors and extinguishing the MIL. In OBD II terms, a trip is a set of vehicle operating conditions that must be met for a specific monitor to run. All trips begin with a key cycle.

Good Trip The Good Trip counters are as follows:

DR EMISSIONS CONTROL (Continued) † Specific Good Trip † Fuel System Good Trip † Misfire Good Trip † Alternate Good Trip (appears as a Global Good Trip on DRB III)

† Comprehensive Components † Major Monitor † Warm-Up Cycles Specific Good Trip The term Good Trip has different meanings depending on the circumstances: † If the MIL is OFF, a trip is defined as when the Oxygen Sensor Monitor and the Catalyst Monitor have been completed in the same drive cycle. † If the MIL is ON and a DTC was set by the Fuel Monitor or Misfire Monitor (both continuous moni- tors), the vehicle must be operated in the Similar Condition Window for a specified amount of time. † If the MIL is ON and a DTC was set by a Task Manager commanded once-per-trip monitor (such as the Oxygen Sensor Monitor, Catalyst Monitor, Purge Flow Monitor, Leak Detection Pump Monitor, EGR Monitor or Oxygen Sensor Heater Monitor), a good trip is when the monitor is passed on the next start- up.† If the MIL is ON and any other emissions DTC was set (not an OBD II monitor), a good trip occurs when the Oxygen Sensor Monitor and Catalyst Mon- itor have been completed, or two minutes of engine run time if the Oxygen Sensor Monitor and Catalyst Monitor have been stopped from running.

Fuel System Good Trip To count a good trip (three required) and turn off the MIL, the following conditions must occur: † Engine in closed loop † Operating in Similar Conditions Window † Short Term multiplied by Long Term less than † Less than threshold for a predetermined time If all of the previous criteria are met, the PCM will count a good trip (three required) and turn off the MIL.

threshold

Misfire Good Trip If the following conditions are met the PCM will count one good trip (three required) in order to turn off the MIL:

† Operating in Similar Condition Window † 1000 engine revolutions with no misfire Warm-Up Cycles Once the MIL has been extinguished by the Good Trip Counter, the PCM automatically switches to a Warm-Up Cycle Counter that can be viewed on the DRB III. Warm-Up Cycles are used to erase DTCs and Freeze Frames. Forty Warm-Up cycles must occur in order for the PCM to self-erase a DTC and

EMISSIONS CONTROL

25 - 7

Freeze Frame. A Warm-Up Cycle is defined as fol- lows:† Engine coolant temperature must start below and rise above 160° F † Engine coolant temperature must rise by 40° F † No further faults occur Freeze Frame Data Storage

Once a failure occurs, the Task Manager records several engine operating conditions and stores it in a Freeze Frame. The Freeze Frame is considered one frame of information taken by an on-board data recorder. When a fault occurs, the PCM stores the input data from various sensors so that technicians can determine under what vehicle operating condi- tions the failure occurred.

The data stored in Freeze Frame is usually recorded when a system fails the first time for two trip faults. Freeze Frame data will only be overwrit- ten by a different fault with a higher priority.

CAUTION: Erasing DTCs, either with the DRB III or by disconnecting the battery, also clears all Freeze Frame data.

Similar Conditions Window

The Similar Conditions Window displays informa- tion about engine operation during a monitor. Abso- lute MAP (engine load) and Engine RPM are stored in this window when a failure occurs. There are two different Similar conditions Windows: Fuel System and Misfire.

FUEL SYSTEM † Fuel System Similar Conditions Window — An indicator that ’Absolute MAP When Fuel Sys Fail’ and ’RPM When Fuel Sys Failed’ are all in the same range when the failure occurred. Indicated by switch- ing from ’NO’ to ’YES’. † Absolute MAP When Fuel Sys Fail — The stored MAP reading at the time of failure. Informs the user at what engine load the failure occurred. † Absolute MAP — A live reading of engine load to aid the user in accessing the Similar Conditions Window. † RPM When Fuel Sys Fail — The stored RPM reading at the time of failure. Informs the user at what engine RPM the failure occurred. † Engine RPM — A live reading of engine RPM to aid the user in accessing the Similar Conditions Window. † Adaptive Memory Factor — The PCM utilizes both Short Term Compensation and Long Term Adap- tive to calculate the Adaptive Memory Factor for total fuel correction.

EMISSIONS CONTROL

25 - 8
EMISSIONS CONTROL (Continued) † Upstream O2S Volts — A live reading of the Oxygen Sensor to indicate its performance. For example, stuck lean, stuck rich, etc. † SCW Time in Window (Similar Conditions Window Time in Window) — A timer used by the PCM that indicates that, after all Similar Conditions have been met, if there has been enough good engine running time in the SCW without failure detected. This timer is used to increment a Good Trip. † Fuel System Good Trip Counter — A Trip Counter used to turn OFF the MIL for Fuel System DTCs. To increment a Fuel System Good Trip, the engine must be in the Similar Conditions Window, Adaptive Memory Factor must be less than cali- brated threshold and the Adaptive Memory Factor must stay below that threshold for a calibrated amount of time. † Test Done This Trip — Indicates that the monitor has already been run and completed during the current trip.

MISFIRE † Same Misfire Warm-Up State — Indicates if the misfire occurred when the engine was warmed up (above 160° F). † In Similar Misfire Window — An indicator that ’Absolute MAP When Misfire Occurred’ and ’RPM When Misfire Occurred’ are all in the same range when the failure occurred. Indicated by switch- ing from ’NO’ to ’YES’. † Absolute MAP When Misfire Occurred — The stored MAP reading at the time of failure. Informs the user at what engine load the failure occurred. † Absolute MAP — A live reading of engine load to aid the user in accessing the Similar Conditions Window. † RPM When Misfire Occurred — The stored RPM reading at the time of failure. Informs the user at what engine RPM the failure occurred. † Engine RPM — A live reading of engine RPM to aid the user in accessing the Similar Conditions Window. † Adaptive Memory Factor — The PCM utilizes both Short Term Compensation and Long Term Adap- tive to calculate the Adaptive Memory Factor for total fuel correction. † 200 Rev Counter — Counts 0–100 720 degree cycles.† SCW Cat 200 Rev Counter — Counts when in similar conditions. † SCW FTP 1000 Rev Counter — Counts 0–4
when in similar conditions. † Misfire Good Trip Counter — Counts up to three to turn OFF the MIL. † Misfire Data— Data collected during test.

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† Test Done This Trip— Indicates YES when the test is done.

OPERATION - NON-MONITORED CIRCUITS

The PCM does not monitor the following circuits, systems and conditions that could have malfunctions causing driveability problems. The PCM might not store diagnostic trouble codes for these conditions. However, problems with these systems may cause the PCM to store diagnostic trouble codes for other sys- tems or components. EXAMPLE: a fuel pressure problem will not register a fault directly, but could cause a rich/lean condition or misfire. This could cause the PCM to store an oxygen sensor or misfire diagnostic trouble code

FUEL PRESSURE

The fuel pressure regulator controls fuel system pressure. The PCM cannot detect a clogged fuel pump inlet filter, clogged in-line fuel filter, or a pinched fuel supply or return line. However, these could result in a rich or lean condition causing the PCM to store an oxygen sensor or fuel system diag- nostic trouble code.

SECONDARY IGNITION CIRCUIT

The PCM cannot detect an inoperative ignition coil, fouled or worn spark plugs, ignition cross firing, or open spark plug cables.

CYLINDER COMPRESSION

The PCM cannot detect uneven, low, or high engine

cylinder compression.

EXHAUST SYSTEM

The PCM cannot detect a plugged, restricted or leaking exhaust system, although it may set a fuel system fault.

FUEL INJECTOR MECHANICAL MALFUNCTIONS

The PCM cannot determine if a fuel injector is clogged, the needle is sticking or if the wrong injector is installed. However, these could result in a rich or lean condition causing the PCM to store a diagnostic trouble code for either misfire, an oxygen sensor, or the fuel system.

EXCESSIVE OIL CONSUMPTION

Although the PCM monitors engine exhaust oxygen content when the system is in closed loop, it cannot determine excessive oil consumption.

THROTTLE BODY AIR FLOW

The PCM cannot detect a clogged or restricted air

cleaner inlet or filter element.

DR EMISSIONS CONTROL (Continued)

VACUUM ASSIST

The PCM cannot detect leaks or restrictions in the vacuum circuits of vacuum assisted engine control system devices. However, these could cause the PCM to store a MAP sensor diagnostic trouble code and cause a high idle condition.

PCM SYSTEM GROUND

The PCM cannot determine a poor system ground. However, one or more diagnostic trouble codes may

EMISSIONS CONTROL

25 - 9

be generated as a result of this condition. The mod- ule should be mounted to the body at all times, also during diagnostic.

PCM CONNECTOR ENGAGEMENT

The PCM may not be able to determine spread or damaged connector pins. However, it might store diagnostic trouble codes as a result of spread connec- tor pins.

25 - 10

EVAPORATIVE EMISSIONS

EVAPORATIVE EMISSIONS

TABLE OF CONTENTS

page

DR

page

EVAPORATIVE EMISSIONS

PCV VALVE

DESCRIPTION - EVAP SYSTEM . . . . . . . . . . . . 10
SPECIFICATIONS

TORQUE - EVAP SYSTEM . . . . . . . . . . . . . . 12

CCV HOSE

DESCRIPTION - 8.0L V-10
OPERATION - 8.0L V-10
EVAP/PURGE SOLENOID

. . . . . . . . . . . . . . . . 12
. . . . . . . . . . . . . . . . . . 12

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13

FUEL FILLER CAP

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - PCV VALVE -

3.7L V-6/ 4.7L V-8 . . . . . . . . . . . . . . . . . . . . . . 19

DIAGNOSIS AND TESTING - PCV VALVE -

5.9L V-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22

VACUUM LINES

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22

VAPOR CANISTER

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
REMOVAL

REMOVAL/INSTALLATION . . . . . . . . . . . . . . . 13

LEAK DETECTION PUMP

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23

NATURAL VAC LEAK DETECTION ASSY

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24

EVAPORATIVE EMISSIONS DESCRIPTION - EVAP SYSTEM

The evaporation control system prevents the emis- sion of fuel tank vapors into the atmosphere. When fuel evaporates in the fuel tank, the vapors pass through vent hoses or tubes into the two charcoal filled evaporative canisters. The canisters tempo- rarily hold the vapors. The Powertrain Control Mod- ule (PCM) allows intake manifold vacuum to draw vapors into the combustion chambers during certain operating conditions.

All gasoline powered engines use a duty cycle purge system. The PCM controls vapor flow by oper- ating the duty cycle EVAP purge solenoid. Refer to Duty Cycle EVAP Canister Purge Solenoid for addi- tional information.

When equipped with certain emissions packages, a Leak Detection Pump (LDP) will be used as part of the evaporative system. This pump is used as a part of OBD II requirements. Refer to Leak Detection Pump for additional information. Other emissions packages will use a Natural Vacuum Leak Detection (NVLD) system in place of the LDP. Refer to NVLD for additional information.

NOTE: The hoses used in this system are specially manufactured. If replacement becomes necessary, it is important to use only fuel resistant hose.

DR EVAPORATIVE EMISSIONS (Continued)

Certain EVAP system components can be found in

(Fig. 1).

EVAPORATIVE EMISSIONS

25 - 11

Fig.1FUELDELIVERYCOMPONENTS

1 - FUEL TANK 2 - CHECK VALVE 3 - LIQUID EXPANSION CHAMBER 4 - FUEL FILTER / FUEL PRESSURE REGULATOR 5 - QUICK-CONNECT FITTING AND FUEL LINE (TO ENGINE) 6 - EVAP LINE CONNECTION 7 - LEAK DETECTION PUMP FRESH AIR LINE

8 - LDP FRESH AIR FILTER 9 - LEAK DETECTION PUMP 10 - EVAP CANISTERS (2) 11 - FUEL TANK STRAPS (2) 12 - CHECK VALVE 13 - FUEL PUMP MODULE LOCK RING 14 - FUEL PUMP MODULE

EVAPORATIVE EMISSIONS

25 - 12
EVAPORATIVE EMISSIONS (Continued) SPECIFICATIONS

TORQUE - EVAP SYSTEM

DESCRIPTION

EVAP Canister Mounting

Nuts

EVAP Canister Mounting Bracket-to-Frame Bolts Leak Detection Pump

Mounting Bolts

Leak Detection Pump Filter Mounting Bolt

N·m

11

14

11

11

CCV HOSE DESCRIPTION - 8.0L V-10

The 8.0L V-10 engine is equipped with a Crankcase Ventilation (CCV) system. The CCV system performs the same function as a conventional PCV system, but does not use a vacuum controlled valve (PCV valve). A molded vacuum tube connects manifold vacuum to the top of the right cylinder head (valve) cover. The vacuum tube connects to a fixed orifice fitting (Fig. 2) of a calibrated size 2.6 mm (0.10 inches).

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Ft. Lbs.

In. Lbs.

10

95

125

95

95

fitting meters the amount of crankcase vapors drawn out of the engine. The fixed orifice fitting is grey in color. A similar fitting (but does not contain a fixed orifice) is used on the left cylinder head (valve) cover. This fitting is black in color. Do not inter- change these two fittings.

When the engine is operating, fresh air enters the engine and mixes with crankcase vapors. Manifold vacuum draws the vapor/air mixture through the fixed orifice and into the intake manifold. The vapors are then consumed during engine combustion.

EVAP/PURGE SOLENOID DESCRIPTION

The duty cycle EVAP canister purge solenoid is located in the engine compartment. It is attached to the side of the Power Distribution Center (PDC).

OPERATION

The Powertrain Control Module (PCM) operates

the solenoid.

During the cold start warm-up period and the hot start time delay, the PCM does not energize the sole- noid. When de-energized, no vapors are purged. The PCM de-energizes the solenoid during open loop oper- ation.

The engine enters closed loop operation after it reaches a specified temperature and the time delay ends. During closed loop operation, the PCM ener- gizes and de-energizes the solenoid 5 or 10 times per second, depending upon operating conditions. The PCM varies the vapor flow rate by changing solenoid pulse width. Pulse width is the amount of time the solenoid energizes. The PCM adjusts solenoid pulse width based on engine operating condition.

Fig.2FIXEDORIFICEFITTING-8.0LV-10ENGINE-

TYPICAL

1 - VACUUM TUBE 2 - FIXED ORIFICE FITTING 3 - COIL PACKS 4 - ORIFICE FITTING HOSE CONNECTIONS

OPERATION - 8.0L V-10

A molded vacuum tube connects manifold vacuum to the top of the right cylinder head (valve) cover. The vacuum tube connects to a fixed orifice fitting (Fig. 2) of a calibrated size 2.6 mm (0.10 inches). The

DR EVAP/PURGE SOLENOID (Continued) REMOVAL

The duty cycle EVAP canister purge solenoid is located in the engine compartment. It is attached to the side of the Power Distribution Center (PDC) (Fig. 3).

(1) Disconnect electrical wiring connector at sole-

noid.

(2) Disconnect vacuum harness at solenoid (Fig. 3). (3) Remove solenoid from mounting bracket.

Fig.3EVAP/DUTYCYCLEPURGESOLENOID

1 - MOUNTING BRACKET 2 - VACUUM HARNESS 3 - DUTY CYCLE SOLENOID 4 - TEST PORT CAP AND TEST PORT

INSTALLATION

(1) Install solenoid assembly to mounting bracket. (2) Connect vacuum harness. (3) Connect electrical connector.

FUEL FILLER CAP DESCRIPTION

The plastic fuel tank filler tube cap is threaded onto the end of the fuel fill tube. Certain models are equipped with a 1/4 turn cap.

OPERATION

The loss of any fuel or vapor out of fuel filler tube is prevented by the use of a pressure-vacuum fuel fill cap. Relief valves inside the cap will release fuel tank pressure at predetermined pressures. Fuel tank vac- uum will also be released at predetermined values.

EVAPORATIVE EMISSIONS

25 - 13

This cap must be replaced by a similar unit if replacement is necessary. This is in order for the sys- tem to remain effective.

to relieve tank pressure.

CAUTION: Remove fill cap before servicing any fuel system component If equipped with a Leak Detection Pump (LDP), or NVLD system, the cap must be tightened securely. If cap is left loose, a Diagnostic Trouble Code (DTC) may be set.

REMOVAL

REMOVAL/INSTALLATION

If replacement of the 1/4 turn fuel tank filler tube cap is necessary, it must be replaced with an identi- cal cap to be sure of correct system operation.

CAUTION: Remove the fuel tank filler tube cap to relieve fuel tank pressure. The cap must be removed prior to disconnecting any fuel system component or before draining the fuel tank.

LEAK DETECTION PUMP DESCRIPTION

Vehicles equipped with JTEC engine control mod- ules use a leak detection pump. Vehicles equipped with NGC engine control modules use an NVLD pump. Refer to Natural Vacuum - Leak Detection (NVLD) for additional information.

The evaporative emission system is designed to prevent the escape of fuel vapors from the fuel sys- tem (Fig. 4). Leaks in the system, even small ones, can allow fuel vapors to escape into the atmosphere. Government regulations require onboard testing to make sure that the evaporative (EVAP) system is functioning properly. The leak detection system tests for EVAP system leaks and blockage. It also performs self-diagnostics. During self-diagnostics, the Power- train Control Module (PCM) first checks the Leak Detection Pump (LDP) for electrical and mechanical faults. If the first checks pass, the PCM then uses the LDP to seal the vent valve and pump air into the system to pressurize it. If a leak is present, the PCM will continue pumping the LDP to replace the air that leaks out. The PCM determines the size of the leak based on how fast/long it must pump the LDP as it tries to maintain pressure in the system.

EVAPORATIVE EMISSIONS

25 - 14
LEAK DETECTION PUMP (Continued)

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powered by engine vacuum. It pumps air into the EVAP system to develop a pressure of about 7.59
H2O (1/4) psi. A reed switch in the LDP allows the PCM to monitor the position of the LDP diaphragm. The PCM uses the reed switch input to monitor how fast the LDP is pumping air into the EVAP system. This allows detection of leaks and blockage. The LDP assembly consists of several parts (Fig. 5). The sole- noid is controlled by the PCM, and it connects the upper pump cavity to either engine vacuum or atmo- spheric pressure. A vent valve closes the EVAP sys- tem to atmosphere, sealing the system during leak testing. The pump section of the LDP consists of a diaphragm that moves up and down to bring air in through the air filter and inlet check valve, and pump it out through an outlet check valve into the EVAP system. The diaphragm is pulled up by engine vacuum, and pushed down by spring pressure, as the LDP solenoid turns on and off. The LDP also has a magnetic reed switch to signal diaphragm position to the PCM. When the diaphragm is down, the switch is closed, which sends a 12 V (system voltage) signal to the PCM. When the diaphragm is up, the switch is open, and there is no voltage sent to the PCM. This allows the PCM to monitor LDP pumping action as it turns the LDP solenoid on and off.

LDP AT REST (NOT POWERED)

When the LDP is at rest (no electrical/vacuum) the diaphragm is allowed to drop down if the internal (EVAP system) pressure is not greater than the return spring. The LDP solenoid blocks the engine vacuum port and opens the atmospheric pressure port connected through the EVAP system air filter. The vent valve is held open by the diaphragm. This allows the canister to see atmospheric pressure (Fig. 6).

DIAPHRAGM UPWARD MOVEMENT

When the PCM energizes the LDP solenoid, the solenoid blocks the atmospheric port leading through the EVAP air filter and at the same time opens the engine vacuum port to the pump cavity above the diaphragm. The diaphragm moves upward when vac- uum above the diaphragm exceeds spring force. This upward movement closes the vent valve. It also causes low pressure below the diaphragm, unseating the inlet check valve and allowing air in from the EVAP air filter. When the diaphragm completes its upward movement, the LDP reed switch turns from closed to open (Fig. 7).

DIAPHRAGM DOWNWARD MOVEMENT

Based on reed switch input, the PCM de-energizes the LDP solenoid, causing it to block the vacuum port, and open the atmospheric port. This connects

Fig.4TYPICALSYSTEMCOMPONENTS

1 - Throttle Body 2 - Service Vacuum Supply Tee (SVST) 3 - LDP Solenoid 4 - EVAP System Air Filter 5 - LDP Vent Valve 6 - EVAP Purge Orifice 7 - EVAP Purge Solenoid 8 - Service Port 9 - To Fuel Tank 10 - EVAP Canister 11 - LDP 12 - Intake Air Plenum

EVAP LEAK DETECTION SYSTEM COMPONENTS

Service Port: Used with special tools like the Miller Evaporative Emissions Leak Detector (EELD) to test for leaks in the system.

EVAP Purge Solenoid: The PCM uses the EVAP purge solenoid to control purging of excess fuel vapors stored in the EVAP canister. It remains closed during leak testing to prevent loss of pressure.

EVAP Canister: The EVAP canister stores fuel

vapors from the fuel tank for purging.

EVAP Purge Orifice: Limits purge volume. EVAP System Air Filter: Provides air to the LDP for pressurizing the system. It filters out dirt while allowing a vent to atmosphere for the EVAP system.

OPERATION

The main purpose of the LDP is to pressurize the fuel system for leak checking. It closes the EVAP sys- tem vent to atmospheric pressure so the system can be pressurized for leak testing. The diaphragm is

DR LEAK DETECTION PUMP (Continued)

EVAPORATIVE EMISSIONS

25 - 15

Fig.5EVAPLEAKDETECTIONSYSTEM

COMPONENTS

1 - Reed Switch 2 - Solenoid 3 - Spring 4 - Pump Cavity 5 - Diaphragm 6 - Inlet Check Valve 7 - Vent Valve 8 - From Air Filter 9 - To Canister 10 - Outlet Check Valve 11 - Engine Vacuum

the upper pump cavity to atmosphere through the EVAP air filter. The spring is now able to push the diaphragm down. The downward movement of the diaphragm closes the inlet check valve and opens the outlet check valve pumping air into the evaporative system. The LDP reed switch turns from open to closed, allowing the PCM to monitor LDP pumping (diaphragm up/down) activity (Fig. 8). During the pumping mode, the diaphragm will not move down far enough to open the vent valve. The pumping cycle is repeated as the solenoid is turned on and off. When the evaporative system begins to pressurize, the pressure on the bottom of the diaphragm will begin to oppose the spring pressure, slowing the pumping action. The PCM watches the time from when the solenoid is de-energized, until the dia- phragm drops down far enough for the reed switch to change from opened to closed. If the reed switch changes too quickly, a leak may be indicated. The longer it takes the reed switch to change state, the tighter the evaporative system is sealed. If the sys- tem pressurizes too quickly, a restriction somewhere in the EVAP system may be indicated.

Fig.6LDPATREST

1 - Diaphragm 2 - Inlet Check Valve (Closed) 3 - Vent Valve (Open) 4 - From Air Filter 5 - To Canister 6 - Outlet Check Valve (Closed) 7 - Engine Vacuum (Closed)

PUMPING ACTION

Action : During portions of this test, the PCM uses the reed switch to monitor diaphragm movement. The solenoid is only turned on by the PCM after the reed switch changes from open to closed, indicating that the diaphragm has moved down. At other times during the test, the PCM will rapidly cycle the LDP solenoid on and off to quickly pressurize the system. During rapid cycling, the diaphragm will not move enough to change the reed switch state. In the state of rapid cycling, the PCM will use a fixed time inter- val to cycle the solenoid. If the system does not pass the EVAP Leak Detection Test, the following DTCs may be set: † P0442 - EVAP LEAK MONITOR 0.0409 LEAK DETECTED † P0455 - EVAP LEAK MONITOR LARGE LEAK † P0456 - EVAP LEAK MONITOR 0.0209 LEAK DETECTED † P1486 - EVAP LEAK MON PINCHED HOSE FOUND† P1494 - LEAK DETECTION PUMP SW OR MECH FAULT † P1495 - LEAK DETECTION PUMP SOLENOID

DETECTED

CIRCUIT

EVAPORATIVE EMISSIONS

25 - 16
LEAK DETECTION PUMP (Continued)

DR

Fig.7DIAPHRAGMUPWARDMOVEMENT

Fig.8DIAPHRAGMDOWNWARDMOVEMENT

1 - Diaphragm 2 - Inlet Check Valve (Open) 3 - Vent Valve (Closed) 4 - From Air Filter 5 - To Canister 6 - Outlet Check Valve (Closed) 7 - Engine Vacuum (Open)

REMOVAL

The Leak Detection Pump (LDP) and LDP filter are attached to the front of the EVAP canister mounting bracket (Fig. 9). This is located near the front of the fuel tank. The LDP and LDP filter are replaced (serviced) as one unit. (1) Raise and support vehicle. (2) Carefully remove hose at LDP filter. (3) Remove LDP filter mounting bolt and remove

from vehicle.

(4) Carefully remove vapor/vacuum lines at LDP. (5) Disconnect electrical connector at LDP. (6) Remove LDP mounting bolt and remove LDP

from vehicle.

INSTALLATION

The LDP and LDP filter are attached to the front of the EVAP canister mounting bracket. The LDP and LDP filter are replaced (serviced) as one unit.

(1) Install LDP to mounting bracket. Refer to

Torque Specifications.

Torque Specifications.

(2) Install LDP filter to mounting bracket. Refer to

(3) Carefully install vapor/vacuum lines to LDP, and install hose to LDP filter. The vapor/vacuum lines and hoses must be firmly connected. Check the vapor/vacuum lines at the LDP, LDP

1 - Diaphragm 2 - Inlet Check Valve (Closed) 3 - Vent Valve (Closed) 4 - From Air Filter 5 - To Canister 6 - Outlet Check Valve (Open) 7 - Engine Vacuum (Closed)

filter and EVAP canister purge solenoid for damage or leaks. If a leak is present, a Diagnos- tic Trouble Code (DTC) may be set.

(4) Connect electrical connector to LDP.

PCV VALVE DESCRIPTION

3.7L V-6 / 4.7L V-8

The 3.7L V-6 and 4.7L V-8 engines are equipped with a closed crankcase ventilation system and a Positive Crankcase Ventilation (PCV) valve.

This system consists of: † a PCV valve mounted to the oil filler housing (Fig. 10). The PCV valve is sealed to the oil filler housing with an o-ring.

† the air cleaner housing † two interconnected breathers threaded into the † tubes and hoses to connect the system compo-

rear of each cylinder head (Fig. 11).

nents.

DR PCV VALVE (Continued)

EVAPORATIVE EMISSIONS

25 - 17

Fig.9LDPANDLDPFILTERLOCATION

1 - LDP 2 - LDP MOUNTING BOLT 3 - ELEC. CONNEC. 4 - FILTER MOUNTING BOLT 5 - LDP FILTER 6 - CONNECTING HOSE 7 - EVAP CANISTER MOUNTING BRACKET 8 - EVAP CANISTERS (2)

5.7L V-8

The 5.7L V-8 engine is equipped with a closed crankcase ventilation system and a Positive Crank- case Ventilation (PCV) valve.

This system consists of: † a PCV valve mounted into the top of the intake manifold, located to the right / rear of the throttle body (Fig. 12). The PCV valve is sealed to the intake manifold with 2 o-rings (Fig. 13).

† passages in the intake manifold. † tubes and hoses to connect the system compo-

nents.

Fig.10PCVVALVE-3.7LV-6/4.7LV-8

1 - O-RING 2 - LOCATING TABS 3 - CAM LOCK 4 - OIL FILLER TUBE 5 - PCV LINE/HOSE 6 - PCV VALVE

5.9L V-8

The 5.9L V-8 engine is equipped with a closed crankcase ventilation system and a positive crank- case ventilation (PCV) valve.

This system consists of a PCV valve mounted on the cylinder head (valve) cover with a hose extending from the valve to the intake manifold (Fig. 14). Another hose connects the opposite cylinder head (valve) cover to the air cleaner housing to provide a source of clean air for the system. A separate crank- case breather/filter is not used.

Fig.11CRANKCASEBREATHERS(2)-3.7LV-6/

4.7LV-8

1 - CRANKCASE BREATHERS (2) 2 - REAR OF ENGINE

OPERATION

The PCV system operates by engine intake mani- fold vacuum (Fig. 15). Filtered air is routed into the

EVAPORATIVE EMISSIONS

25 - 18
PCV VALVE (Continued)

DR

Fig.14PCVVALVE/HOSE-5.9LV-8

1 - PCV VALVE 2 - PCV VALVE HOSE CONNECTIONS

ifold. The PCV system manages crankcase pressure and meters blow by gases to the intake system, reducing engine sludge formation.

Fig.12LOCATION5.7LPCVVALVE

1 - TOP OF INTAKE MANIFOLD 2 - THROTTLE BODY 3 - AIR RESONATOR 4 - PCV VALVE

Fig.15TYPICALCLOSEDCRANKCASE

VENTILATIONSYSTEM

1 - THROTTLE BODY 2 - AIR CLEANER 3 - AIR INTAKE 4 - PCV VALVE 5 - COMBUSTION CHAMBER 6 - BLOW-BY GASES 7 - CRANKCASE BREATHER/FILTER

Fig.135.7LPCVVALVE

1 - PCV VALVE 2 - O-RINGS 3 - ALIGNMENT TABS

crankcase through the air cleaner hose. The metered air, along with crankcase vapors, are drawn through the PCV valve and into a passage in the intake man-

The PCV valve contains a spring loaded plunger. This plunger meters the amount of crankcase vapors routed into the combustion chamber based on intake manifold vacuum.

When the engine is not operating or during an engine pop-back, the spring forces the plunger back against the seat (Fig. 16). This will prevent vapors from flowing through the valve.

DR PCV VALVE (Continued)

EVAPORATIVE EMISSIONS

25 - 19

(3) After valve is removed, check condition of valve o-ring (Fig. 19). Also, PCV valve should rattle when shaken.

(4) Reconnect PCV valve to its connecting line/

hose.

(5) Start engine and bring to idle speed. (6) If valve is not plugged, a hissing noise will be heard as air passes through valve. Also, a strong vac- uum should be felt with a finger placed at valve inlet.

(7) If vacuum is not felt at valve inlet, check line/ hose for kinks or for obstruction. If necessary, clean out intake manifold fitting at rear of manifold. Do this by turning a 1/4 inch drill (by hand) through the fitting to dislodge any solid particles. Blow out the fitting with shop air. If necessary, use a smaller drill to avoid removing any metal from the fitting.

(8) Do not attempt to clean the old PCV valve. (9) Return PCV valve back to oil filler tube by placing valve locating tabs (Fig. 19) into cam lock. Press PCV valve in and rotate valve upward. A slight click will be felt when tabs have engaged cam lock. Valve should be pointed towards rear of vehicle.

(10) Connect PCV line/hose and connecting rubber

hose to PCV valve.

(11) Disconnect rubber hose from fresh air fitting at air cleaner resonator box. Start engine and bring to idle speed. Hold a piece of stiff paper (such as a parts tag) loosely over the opening of the discon- nected rubber hose.

(12) The paper should be drawn against the hose opening with noticeable force. This will be after allowing approximately one minute for crankcase pressure to reduce.

(13) If vacuum is not present, disconnect each PCV system hose at top of each crankcase breather (Fig. 20). Check for obstructions or restrictions.

(14) If vacuum is still not present, remove each PCV system crankcase breather (Fig. 20) from each cylinder head. Check for obstructions or restrictions. If plugged, replace breather. Tighten breather to 12
N·m (106 in. lbs.) torque. Do not attempt to clean breather.

(15) If vacuum is still not present, disconnect each PCV system hose at each fitting, and at each check valve (Fig. 21). Check for obstructions or restrictions.

DIAGNOSIS AND TESTING - PCV VALVE - 5.9L V-8

(1) With engine idling, remove the PCV valve from the valve is not cylinder head (valve) cover. plugged, a hissing noise will be heard as air passes through the valve. Also, a strong vacuum should be felt at the valve inlet (Fig. 22).

If

(2) Return the PCV valve into the valve cover. Remove the fitting and air hose at the opposite valve

Fig.16ENGINEOFFORENGINEBACKFIRE-NO

VAPORFLOW

During periods of high manifold vacuum, such as idle or cruising speeds, vacuum is sufficient to com- pletely compress spring. It will then pull the plunger to the top of the valve (Fig. 17). In this position there is minimal vapor flow through the valve.

Fig.17HIGHINTAKEMANIFOLDVACUUM-

MINIMALVAPORFLOW

During periods of moderate manifold vacuum, the plunger is only pulled part way back from inlet. This results in maximum vapor flow through the valve (Fig. 18).

Fig.18MODERATEINTAKEMANIFOLDVACUUM-

MAXIMUMVAPORFLOW DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - PCV VALVE - 3.7L V-6/ 4.7L V-8

(1) Disconnect PCV line/hose (Fig. 19) by discon- necting rubber connecting hose at PCV valve fitting. (2) Remove PCV valve at oil filler tube by rotating PCV valve downward until locating tabs have been freed at cam lock (Fig. 19). After tabs have cleared, pull valve straight out from filler tube. To prevent damage to PCV valve locating tabs, valve must be pointed downward for removal. Do not force valve from oil filler tube.

EVAPORATIVE EMISSIONS

25 - 20
PCV VALVE (Continued)

DR

Fig.21CHECKVALVES-PCVSYSTEM-3.7LV-6/

4.7LV-8

1 - CONNECTING HOSES 2 - CHECK VALVES

Fig.19PCVVALVE-3.7LV-6/4.7LV-8

1 - O-RING 2 - LOCATING TABS 3 - CAM LOCK 4 - OIL FILLER TUBE 5 - PCV LINE/HOSE 6 - PCV VALVE

Fig.20CRANKCASEBREATHERS(2)-3.7LV-6/

4.7LV-8

1 - CRANKCASE BREATHERS (2) 2 - REAR OF ENGINE

cover. Loosely hold a piece of stiff paper, such as a parts tag, over the opening (rubber grommet) at the valve cover (Fig. 23).

Fig.22VACUUMCHECKATPCV-5.9LV-8

1 - PCV VALVE GROMMET 2 - PCV HOSE 3 - PCV VALVE 4 - VACUUM MUST BE FELT AGAINST FINGER 5 - ENGINE VALVE COVER

(3) The paper should be drawn against the opening in the valve cover with noticeable force. This will be after allowing approximately one minute for crank- case pressure to reduce.

(4) Turn engine off and remove PCV valve from valve cover. The valve should rattle when shaken (Fig. 24).

DR PCV VALVE (Continued)

EVAPORATIVE EMISSIONS

25 - 21

any solid particles. Blow out the fitting with shop air. If necessary, use a smaller drill to avoid removing any metal from the fitting.

REMOVAL

3.7L V-6 / 4.7L V-8

The PCV valve is located on the oil filler tube (Fig. 25). Two locating tabs are located on the side of the valve (Fig. 25). These 2 tabs fit into a cam lock in the oil filler tube. An o-ring seals the valve to the filler tube.

Fig.23VACUUMCHECKATVALVECOVER

OPENING-5.9LV-8

1 - STIFF PAPER PLACED OVER RUBBER GROMMET 2 - RUBBER GROMMET 3 - VALVE COVER 4 - FITTING REMOVED FROM VALVE COVER 5 - AIR TUBE

Fig.24SHAKEPCV-5.9LV-8

1 - PCV VALVE GROMMET 2 - PCV VALVE 3 - PCV VALVE MUST RATTLE WHEN SHAKEN

(5) Replace the PCV valve and retest the system if it does not operate as described in the preceding tests. Do not attempt to clean the old PCV valve. (6) If the paper is not held against the opening in valve cover after new valve is installed, the PCV valve hose may be restricted and must be replaced. The passage in the intake manifold must also be checked and cleaned.

(7) To clean the intake manifold fitting, turn a 1/4
inch drill (by hand) through the fitting to dislodge

Fig.25PCVVALVE/OILFILLERTUBELOCATION-

3.7LV-6/4.7LV-8

1 - O-RING 2 - LOCATING TABS 3 - CAM LOCK 4 - OIL FILLER TUBE 5 - PCV LINE/HOSE 6 - PCV VALVE

(1) Disconnect PCV line/hose (Fig. 25) by discon-

necting rubber hose at PCV valve fitting.

(2) Remove PCV valve at oil filler tube by rotating PCV valve downward (counter-clockwise) until locat- ing tabs have been freed at cam lock (Fig. 25). After tabs have cleared, pull valve straight out from filler tube. To prevent damage to PCV valve locating

EVAPORATIVE EMISSIONS

25 - 22
PCV VALVE (Continued)

tabs, valve must be pointed downward for removal. Do not force valve from oil filler tube. (3) After valve is removed, check condition of valve

o-ring (Fig. 25).

5.7L V-8

DR

The PCV valve is mounted into the top of the intake manifold, located to the right / rear of the throttle body (Fig. 12). The PCV valve is sealed to the intake manifold with 2 o-rings (Fig. 13).

(1) Remove PCV valve by rotating counter-clock- wise 90 degrees until locating tabs have been freed. After tabs have cleared, pull valve straight up from intake manifold.

(2) After valve is removed, check condition of 2

valve o-rings.

INSTALLATION

3.7L V6 / 4.7L V-8

The PCV valve is located on the oil filler tube. Two locating tabs are located on the side of the valve. These 2 tabs fit into a cam lock in the oil filler tube. An o-ring seals the valve to the filler tube.

(1) Return PCV valve back to oil filler tube by placing valve locating tabs into cam lock. Press PCV valve in and rotate valve upward. A slight click will be felt when tabs have engaged cam lock. Valve should be pointed towards rear of vehicle.

(2) Connect PCV line/hose and rubber hose to PCV

valve.

5.7L V-8

(1) Clean out intake manifold opening. (2) Check condition of 2 o-rings on PCV valve. (3) Apply engine oil to 2 o-rings. (4) Place PCV valve into intake manifold and

rotate 90 degrees clockwise for installation.

VACUUM LINES DESCRIPTION

A vacuum schematic for emission related items can be found on the vehicles VECI label. Refer to Vehicle Emission Control Information (VECI) Label for label location.

VAPOR CANISTER DESCRIPTION

Two, maintenance free, EVAP canisters are used. Both canisters are mounted into a two-piece support bracket located near the front of the fuel tank (Fig. 26).

Fig.26LOCATION,EVAPCANISTERS

1 - LDP 2 - LDP MOUNTING BOLT 3 - ELEC. CONNEC. 4 - FILTER MOUNTING BOLT 5 - LDP FILTER 6 - CONNECTING HOSE 7 - EVAP CANISTER MOUNTING BRACKET 8 - EVAP CANISTERS (2)

OPERATION

Two, maintenance

free, EVAP canisters

are used.The EVAP canisters are filled with granules of an activated carbon mixture. Fuel vapors entering the EVAP canisters are absorbed by the charcoal granules.

Fuel tank pressure vents into the EVAP canisters. Fuel vapors are temporarily held in the canisters until they can be drawn into the intake manifold. The duty cycle EVAP canister purge solenoid allows the EVAP canisters to be purged at predetermined times and at certain engine operating conditions.

REMOVAL

Two, maintenance free, EVAP canisters are used. Both canisters are mounted into a two-piece support bracket located near the front of the fuel tank (Fig. 26).

(1) Raise and support vehicle. (2) Remove fuel tubes/lines at each EVAP canister. Note location of tubes/lines before removal for easier installation.

(3) Remove lower support bracket (Fig. 27). (4) Remove mounting nuts at top of each canister

(Fig. 27).

DR VAPOR CANISTER (Continued)

EVAPORATIVE EMISSIONS

25 - 23

(5) Remove each canister

bracket.

from upper support

The NVLD pump is located in the same area as the

leak detection pump. Refer to NVLD Removal

1 - CANISTER MOUNTING NUTS 2 - CONNECTING HOSE 3 - UPPER SUPPORT BRACKET

Fig.27EVAPCANISTERS-REMOVAL/INSTALLATION 4 - LOWER SUPPORT BRACKET 5 - OUTER CANISTER 6 - INNER CANISTER

INSTALLATION

(1) Place each canister into upper support bracket

and install nuts. Refer to Torque Specifications.

(2) Install lower support bracket. Refer to Torque

Specifications.

(3) Carefully install vapor/vacuum lines. The vapor/vacuum lines and hoses must be firmly connected. Also check the vapor/vacuum lines at the LDP, LDP filter and EVAP canister purge solenoid for damage or leaks. If a leak is present, a Diagnostic Trouble Code (DTC) may be set.

NATURAL VAC LEAK DETECTION ASSY DESCRIPTION

Vehicles equipped with NGC engine control mod- ules use an NVLD pump and system.Vehicles equipped with JTEC engine control modules use an LDP (leak detection pump). Refer to Leak Detection Pump (LDP) for additional information.

Installation for additional information.

OPERATION

Vehicles equipped with NGC engine control mod- ules use an NVLD pump and system.Vehicles equipped with JTEC engine control modules use a leak detection pump. Refer to Leak Detection Pump (LDP) for additional information.

The Natural Vacuum Leak Detection (NVLD) sys- tem is the next generation evaporative leak detection system that will first be used on vehicles equipped with the Next Generation Controller (NGC). This new system replaces the leak detection pump as the method of evaporative system leak detection. This is to detect a leak equivalent to a 0.0209 (0.5 mm) hole. This system has the capability to detect holes of this size very dependably.

The basic leak detection theory employed with NVLD is the 9Gas Law9. This is to say that the pres- sure in a sealed vessel will change if the temperature of the gas in the vessel changes. The vessel will only see this effect if it is indeed sealed. Even small leaks will allow the pressure in the vessel to come to equi- librium with the ambient pressure. In addition to the

EVAPORATIVE EMISSIONS

25 - 24
NATURAL VAC LEAK DETECTION ASSY (Continued)

DR

detection of very small leaks, this system has the capability of detecting medium as well as large evap- orative system leaks.

A vent valve seals the canister vent during engine off conditions. If the vapor system has a leak of less than the failure threshold, the evaporative system will be pulled into a vacuum, either due to the cool down from operating temperature or diurnal ambient temperature cycling. The diurnal effect is considered one of the primary contributors to the leak determi- nation by this diagnostic. When the vacuum in the system exceeds about 19 H2O (0.25 KPA), a vacuum switch closes. The switch closure sends a signal to the NGC. The NGC, via appropriate logic strategies, utilizes the switch signal, or lack thereof, to make a determination of whether a leak is present.

The NVLD device is designed with a normally open vacuum switch, a normally closed solenoid, and a seal, which is actuated by both the solenoid and a diaphragm. The NVLD is located on the atmospheric vent side of the canister. The NVLD assembly may be mounted on top of the canister outlet, or in-line between the canister and atmospheric vent filter. The normally open vacuum switch will close with about 19
H2O (0.25 KPA) vacuum in the evaporative system. The diaphragm actuates the switch. This is above the opening point of the fuel inlet check valve in the fill tube so cap off leaks can be detected. Submerged fill systems must have recirculation lines that do not have the in-line normally closed check valve that pro- tects the system from failed nozzle liquid ingestion, in order to detect cap off conditions.

The normally closed valve in the NVLD is intended to maintain the seal on the evaporative system dur- ing the engine off condition. If vacuum in the evapo- rative system exceeds 39 to 69 H2O (0.75 to 1.5 KPA), the valve will be pulled off the seat, opening the seal. This will protect the system from excessive vacuum as well as allowing sufficient purge flow in the event that the solenoid was to become inoperative.

The solenoid actuates the valve to unseal the can- ister vent while the engine is running. It also will be used to close the vent during the medium and large leak tests and during the purge flow check. This sole- noid requires initial 1.5 amps of current to pull the valve open but after 100 ms. will be duty cycled down to an average of about 150 mA for the remainder of the drive cycle.

Another feature in the device is a diaphragm that will open the seal in the NVLD with pressure in the evaporative system. The device will 9blow off9 at about 0.59 H2O (0.12 KPA) pressure to permit the venting of vapors during refueling. An added benefit to this is that it will also allow the tank to 9breathe9
during increasing temperatures, thus limiting the pressure in the tank to this low level. This is benefi-

cial because the induced vacuum during a subse- quent declining temperature will achieve the switch closed (pass threshold) sooner than if the tank had to decay from a built up pressure.

The device itself has 3 wires: Switch sense, sole- noid driver and ground. It also includes a resistor to protect the switch from a short to battery or a short to ground. The NGC utilizes a high-side driver to energize and duty-cycle the solenoid.

REMOVAL

The NVLD pump and filter are attached to the front of the EVAP canister mounting bracket (Fig. 28). This is located near the front of the fuel tank. The pump and filter are replaced (serviced) as one unit.

(1) Raise and support vehicle. (2) Carefully remove pump hose clamp and hose at

(3) Carefully remove other vapor/vacuum hose at

filter.

pump.

(4) Disconnect 3–way electrical connector at pump. (5) The NVLD pump snaps onto the EVAP canister mounting bracket. Press on release tab (Fig. 29) while sliding pump from bracket.

Fig.28NVLDPUMPLOCATION

1 - EVAP CANISTER MOUNTING BRACKET 2 - NVLD PUMP 3 - FILTER

INSTALLATION

(1) Install NVLD pump to EVAP canister mount-

ing bracket (snaps on).

DR NATURAL VAC LEAK DETECTION ASSY (Continued)

EVAPORATIVE EMISSIONS

25 - 25

(3) Carefully install vapor/vacuum lines to NVLD pump, and install hose to filter. The vapor/vacuum lines and hoses must be firmly connected. Check the vapor/vacuum lines at the NVLD pump, filter and EVAP canister purge solenoid for damage or leaks. If a leak is present, a Diag- nostic Trouble Code (DTC) may be set.

(4) Connect 3–way electrical connector to pump.

Fig.29REMOVE/INSTALLNVLDPUMP

1 - NVLD PUMP 2 - RELEASE TAB

(2) Install NVLD filter and bolt to EVAP canister

mounting bracket. Refer to Torque Specifications.

DR

Description

Group-Page

Description

Group-Page

Description

INDEX

Group-Page

SPECIFICATIONS, STRUCTURAL . . . . . . . . 23-113

AIR HEATER RELAY - OPERATION,

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 24-9

DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-22

ABS - DESCRIPTION, BRAKES ABS - OPERATION, BRAKES ABS BRAKE BLEEDING - STANDARD

. . . . . . . . . . . 5-39
. . . . . . . . . . . . . 5-39

PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
ABS INDICATOR - DESCRIPTION . . . . . . . . . 8J-17
ABS INDICATOR - OPERATION . . . . . . . . . . 8J-17
A/C APPLICATION TABLE,

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 24-7

A/C COMPRESSOR CLUTCH -

A/C COMPRESSOR CLUTCH -

INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 24-12

A/C COMPRESSOR CLUTCH -

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-12

A/C COMPRESSOR CLUTCH -

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 24-9
. . 24-10

A/C COMPRESSOR CLUTCH - REMOVAL A/C COMPRESSOR CLUTCH BREAK-IN -

STANDARD PROCEDURE . . . . . . . . . . . . . . . 24-10

A/C COMPRESSOR CLUTCH COIL -

DIAGNOSIS AND TESTING . . . . . . . . . . . . . 24-10

A/C COMPRESSOR CLUTCH RELAY -

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-13

A/C COMPRESSOR CLUTCH RELAY -

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-14

A/C COMPRESSOR CLUTCH RELAY -

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 24-13

A/C COMPRESSOR CLUTCH RELAY -

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-14

A/C COMPRESSOR NOISE - DIAGNOSIS

AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 24-36
A/C CONDENSER - DESCRIPTION . . . . . . . . . 24-39
A/C CONDENSER - OPERATION . . . . . . . . . . 24-39
A/C EVAPORATOR - DESCRIPTION . . . . . . . 24-47
A/C EVAPORATOR - INSTALLATION . . . . . . 24-47
A/C EVAPORATOR - OPERATION . . . . . . . . . 24-47
A/C EVAPORATOR - REMOVAL . . . . . . . . . . 24-47
A/C HEATER CONTROL - DESCRIPTION . . . 24-14
A/C HEATER CONTROL - INSTALLATION . . . 24-15
A/C HEATER CONTROL - REMOVAL . . . . . . 24-14
A/C ORIFICE TUBE - DESCRIPTION . . . . . . . 24-48
A/C ORIFICE TUBE - INSTALLATION . . . . . . 24-49
A/C ORIFICE TUBE - OPERATION . . . . . . . . 24-48
A/C ORIFICE TUBE - REMOVAL . . . . . . . . . . 24-49
A/C PERFORMANCE - DIAGNOSIS AND

TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-2

A/C PRESSURE TRANSDUCER -

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-15

A/C PRESSURE TRANSDUCER -

DIAGNOSIS AND TESTING . . . . . . . . . . . . . 24-15

A/C PRESSURE TRANSDUCER -

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-16

A/C PRESSURE TRANSDUCER -

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 24-15

A/C PRESSURE TRANSDUCER -

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-16
ACCELERATOR PEDAL - INSTALLATION . . . 14-24
ACCELERATOR PEDAL - REMOVAL . . . . . . . 14-24
ACCELERATOR PEDAL POSITION

SENSOR - DESCRIPTION . . . . . . . . . . . . . . . 14-25

ACCELERATOR PEDAL POSITION

SENSOR - INSTALLATION . . . . . . . . . . . . . . 14-25

ACCELERATOR PEDAL POSITION

SENSOR - OPERATION . . . . . . . . . . . . . . . . 14-25

ACCELERATOR PEDAL POSITION

SENSOR - REMOVAL . . . . . . . . . . . . . . . . . . 14-25

ACCESSORY DRIVE BELT - DIAGNOSIS

AND TESTING . . . . . . . . . . . . . . . . 7-25,7-28,7-31
ACCUMULATOR - DESCRIPTION . . . . . . . . . 24-49
ACCUMULATOR - DESCRIPTION . . 21-191,21-372
ACCUMULATOR - INSPECTION . . . 21-192,21-373
ACCUMULATOR - INSTALLATION . . . . . . . . 24-50
ACCUMULATOR - OPERATION . . . . . . . . . . 24-49
ACCUMULATOR - OPERATION . . . . 21-192,21-373
ACCUMULATOR - REMOVAL . . . . . . . . . . . . 24-49
ACM COVER - INSTALLATION . . . . . . . . . . . . 8O-9
ACM COVER - REMOVAL . . . . . . . . . . . . . . . 8O-9
ACTUATION TEST MODE - DESCRIPTION,

CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-1

ACTUATOR - DESCRIPTION, BLEND

DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-16

ACTUATOR - DESCRIPTION, FUEL

ACTUATOR - INSTALLATION, BLEND

DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-17

ACTUATOR - INSTALLATION, FLOOR -

DEFROST DOOR . . . . . . . . . . . . . . . . . . . . . 24-20

ACTUATOR - INSTALLATION, FUEL

CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-85

ACTUATOR - INSTALLATION, INSIDE

HANDLE . . . . . . . . . . . . . . . . . . . . . . . 23-22,23-32

ACTUATOR - INSTALLATION, MODE

ACTUATOR - INSTALLATION,

RECIRCULATION DOOR . . . . . . . . . . . . . . . . 24-23
. . 24-16

ACTUATOR - OPERATION, BLEND DOOR ACTUATOR - OPERATION, FUEL

CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-85
ACTUATOR - OPERATION, MODE DOOR . . . 24-21
ACTUATOR - OPERATION,

RECIRCULATION DOOR . . . . . . . . . . . . . . . . 24-22
ACTUATOR - REMOVAL, BLEND DOOR . . . . 24-17
ACTUATOR - REMOVAL, FLOOR -

ACTUATOR - REMOVAL, FUEL CONTROL ACTUATOR - REMOVAL, INSIDE HANDLE

DEFROST DOOR . . . . . . . . . . . . . . . . . . . . . 24-19
. . 14-85
. 23-22, 23-31
. . . . 24-21

ACTUATOR - REMOVAL, MODE DOOR ACTUATOR - REMOVAL, RECIRCULATION

DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-22

ADAPTER HOUSING SEAL -

ADAPTER HOUSING SEAL - REMOVAL

INSTALLATION . . . . . . . . . . . 21-127,21-539,21-83
. . 21-127, 21-539,21-83

ADAPTER MOUNT - INSTALLATION, DISC

BRAKE CALIPER . . . . . . . . . . . . . . . . . . . . . . 5-17

ADDING ADDITIONAL COOLANT -

STANDARD PROCEDURE . . . . . . . . . . . . . . . . 7-19

ADDITIONAL COOLANT - STANDARD

PROCEDURE, ADDING . . . . . . . . . . . . . . . . . . 7-19

ADHESIVE LOCATIONS -

ADJUSTABLE PEDAL MOTOR -

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 5-24

ADJUSTABLE PEDAL MOTOR -

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-24
. . 5-24

ADJUSTABLE PEDAL MOTOR - REMOVAL ADJUSTABLE PEDAL SWITCH -

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 5-6

ADJUSTABLE PEDAL SWITCH -

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6

ADJUSTER - DIAGNOSIS AND TESTING,

HYDRAULIC LASH . . . . . . . . . . . . . . . . 9-124,9-31

ADJUSTER - INSTALLATION, SEAT BELT

TURNING LOOP . . . . . . . . . . . . . . . . . . . . . 8O-50

ADJUSTER - REMOVAL, SEAT BELT

TURNING LOOP . . . . . . . . . . . . . . . . . . . . . 8O-50

ADJUSTER ASSEMBLY - DESCRIPTION,

ROCKER ARM . . . . . . . . . . . . . . . . . . . . . . . 9-124

ADJUSTER ASSEMBLY - INSTALLATION,

ROCKER ARM . . . . . . . . . . . . . . . . . . 9-124,9-249

ADJUSTER ASSEMBLY - REMOVAL,

ROCKER ARM . . . . . . . . . . . . . . . . . . 9-124,9-249

ADJUSTER ASSY - CLEANING, ROCKER

ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-310

ADJUSTER ASSY - DESCRIPTION,

ROCKER ARM . . . . . . . . . . . . . . . . . . . . . . . 9-310

ADJUSTER ASSY - INSPECTION,

ROCKER ARM . . . . . . . . . . . . . . . . . . . . . . . 9-311

ADJUSTER ASSY - INSTALLATION,

ROCKER ARM . . . . . . . . . . . . . 9-198,9-312,9-379

ADJUSTER ASSY - REMOVAL, ROCKER

ARM . . . . . . . . . . . . . . . . . . . . 9-198,9-310,9-379
ADJUSTING TOOL - ADJUSTMENT, WITH . . . 5-36
AFTER A SUPPLEMENTAL RESTRAINT

DEPLOYMENT - STANDARD PROCEDURE, SERVICE . . . . . . . . . . . . . . . . . 8O-7

AIR CHECKING TRANSMISSION CLUTCH

OPERATION - DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . 21-494
AIR CLEANER ELEMENT - INSTALLATION . 9-105, 9-20,9-242,9-298,9-370
AIR CLEANER ELEMENT - REMOVAL . 9-105,9-20, 9-242,9-297,9-370

AIR CONDITIONER - DESCRIPTION,

CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-85

HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1

ACTUATOR - DESCRIPTION, MODE

DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20

ACTUATOR - DESCRIPTION,

RECIRCULATION DOOR . . . . . . . . . . . . . . . . 24-22

AIR CONDITIONER - OPERATION,

HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1

AIR CONDITIONING - INSTALLATION,

WATER PUMP BYPASS HOSE WITH . . . . . . . 7-70

AIR CONDITIONING - INSTALLATION,

WATER PUMP BYPASS HOSE WITHOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-70

AIR CONDITIONING - REMOVAL, WATER

PUMP BYPASS HOSE WITH . . . . . . . . . . . . . 7-68

AIR CONDITIONING - REMOVAL, WATER

PUMP BYPASS HOSE WITHOUT . . . . . . . . . . 7-69

AIR CONTROL MOTOR - DESCRIPTION,

IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-33

AIR CONTROL MOTOR - INSTALLATION,

IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-35

AIR CONTROL MOTOR - OPERATION,

IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-33
AIR CONTROL MOTOR - REMOVAL, IDLE . . 14-34
AIR COOLER AND PLUMBING -

CLEANING, CHARGE . . . . . . . . . . . . . . . . . . 11-16

AIR COOLER AND PLUMBING -

DESCRIPTION, CHARGE . . . . . . . . . . . . . . . 11-15

AIR COOLER AND PLUMBING -

INSPECTION, CHARGE . . . . . . . . . . . . . . . . . 11-16

AIR COOLER AND PLUMBING -

INSTALLATION, CHARGE . . . . . . . . . . . . . . . 11-16

AIR COOLER AND PLUMBING -

OPERATION, CHARGE . . . . . . . . . . . . . . . . . 11-15

AIR COOLER AND PLUMBING -

REMOVAL, CHARGE . . . . . . . . . . . . . . . . . . 11-15

AIR COOLER SYSTEM - LEAKS -

DIAGNOSIS AND TESTING, CHARGE . . . . . . 11-15
. . . . . . . . 13-2
AIR DAM - INSTALLATION, FRONT AIR DAM - REMOVAL, FRONT . . . . . . . . . . . 13-2
AIR HEATER - DESCRIPTION, INTAKE . . . . . 14-91
. . . . 14-91
AIR HEATER - INSTALLATION, INTAKE AIR HEATER - OPERATION, INTAKE . . . . . . 14-91
AIR HEATER - REMOVAL, INTAKE . . . . . . . . 14-91
AIR HEATER RELAY - DESCRIPTION,

INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-92

AIR HEATER RELAY - INSTALLATION,

INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-93

INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-92
AIR HEATER RELAY - REMOVAL, INTAKE . . 14-93
AIR INTAKE SYSTEM - INSTALLATION . . . . 9-194
AIR INTAKE SYSTEM - REMOVAL . . . . . . . . 9-194
AIR TEMPERATURE SENSOR -

DESCRIPTION, INTAKE . . . . . . . . . . . . . . . . 14-36

AIR TEMPERATURE SENSOR -

INSTALLATION, INTAKE . . . . . . . . . . . . . . . . 14-38

AIR TEMPERATURE SENSOR -

OPERATION, INTAKE . . . . . . . . . . . . . . . . . . 14-36

AIR TEMPERATURE SENSOR -

REMOVAL, INTAKE . . . . . . . . . . . . . . . . . . . 14-36

AIR TEMPERATURE SENSOR/MAP

SENSOR - DESCRIPTION, INTAKE . . . . . . . . 14-93

AIR TEMPERATURE SENSOR/MAP

SENSOR - INSTALLATION, INTAKE . . . . . . . 14-94

AIR TEMPERATURE SENSOR/MAP

SENSOR - OPERATION, INTAKE . . . . . . . . . 14-93

AIR TEMPERATURE SENSOR/MAP

SENSOR - REMOVAL, INTAKE . . . . . . . . . . . 14-93

AIR TEMPERATURE SENSOR/PRESSURE

SENSOR - DESCRIPTION, INLET . . . . . . . . . 14-90

AIR TEMPERATURE SENSOR/PRESSURE

SENSOR - INSTALLATION, INLET . . . . . . . . 14-90

AIR TEMPERATURE SENSOR/PRESSURE

SENSOR - OPERATION, INLET . . . . . . . . . . 14-90

AIR TEMPERATURE SENSOR/PRESSURE

SENSOR - REMOVAL, INLET . . . . . . . . . . . . 14-90

AIR TESTING TRANSMISSION CLUTCH AND BAND OPERATION - DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 21-143,21-324
. . . . . 7-75
AIR TO OIL COOLER - INSTALLATION AIR TO OIL COOLER - REMOVAL . . . . . . . . . 7-74
AIRBAG - DESCRIPTION, DRIVER . . . . . . . . 8O-22
AIRBAG - DESCRIPTION, PASSENGER . . . . 8O-34
AIRBAG - DESCRIPTION, SIDE CURTAIN . . 8O-51
AIRBAG - INSTALLATION, DRIVER . . . . . . . 8O-24
AIRBAG - INSTALLATION, PASSENGER . . . 8O-37
AIRBAG - INSTALLATION, SIDE CURTAIN . . 8O-53
AIRBAG - OPERATION, DRIVER . . . . . . . . . 8O-23
AIRBAG - OPERATION, PASSENGER . . . . . . 8O-35
AIRBAG - OPERATION, SIDE CURTAIN . . . . 8O-51
AIRBAG - REMOVAL, DRIVER . . . . . . . . . . . 8O-23
AIRBAG - REMOVAL, PASSENGER . . . . . . . 8O-35
AIRBAG - REMOVAL, SIDE CURTAIN . . . . . 8O-52
AIRBAG CONTROL MODULE -

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8O-10

AIRBAG CONTROL MODULE -

DESCRIPTION, SIDE IMPACT . . . . . . . . . . . 8O-53

2

INDEX

Description

Group-Page

Description

Group-Page

Description

Group-Page

DR

AIRBAG CONTROL MODULE -

ARM / ADJUSTER ASSEMBLY -

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8O-12

INSTALLATION, ROCKER . . . . . . . . . . 9-124,9-249

AIRBAG CONTROL MODULE -

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8O-10

AIRBAG CONTROL MODULE -

OPERATION, SIDE IMPACT . . . . . . . . . . . . . 8O-54
AIRBAG CONTROL MODULE - REMOVAL . . 8O-11
AIRBAG INDICATOR - DESCRIPTION . . . . . . 8J-18
AIRBAG INDICATOR - OPERATION . . . . . . . 8J-18
AIRBAG ON/OFF SWITCH -

DESCRIPTION, PASSENGER . . . . . . . . . . . . 8O-38

AIRBAG ON/OFF SWITCH -

INSTALLATION, PASSENGER . . . . . . . . . . . 8O-39

AIRBAG ON/OFF SWITCH - OPERATION,

PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8O-38

AIRBAG ON/OFF SWITCH - REMOVAL,

PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8O-39
AJAR INDICATOR - DESCRIPTION, DOOR . . 8J-23
AJAR INDICATOR - OPERATION, DOOR . . . 8J-23
AJAR SWITCH - DESCRIPTION, DOOR . . . . 8L-25
AJAR SWITCH - OPERATION, DOOR . . . . . . 8L-25
ALIGNMENT - DESCRIPTION, WHEEL . . . . . . . 2-1
ALIGNMENT - OPERATION, WHEEL . . . . . . . . 2-2
ALIGNMENT - SPECIAL TOOLS,

HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-7

ALIGNMENT LINK/COIL SUSPENSION -

STANDARD PROCEDURE . . . . . . . . . . . . . . . . . 2-5
. . . . . 2-7
. . . . . . . . . . . . 2-6

ALIGNMENT, SPECIAL TOOLS - WHEEL ALIGNMENT, SPECIFICATIONS ALUMINUM THREAD REPAIR -

STANDARD PROCEDURE . . 21-156,21-337,21-495
AMBIENT TEMP SENSOR - DESCRIPTION . 8M-10
AMBIENT TEMP SENSOR - OPERATION . . 8M-10
AMBIENT TEMPERATURE SENSOR -

DIAGNOSIS AND TESTING . . . . . . . . . . . . . 8M-11

AMBIENT TEMPERATURE SENSOR

CIRCUIT - DIAGNOSIS AND TESTING . . . . 8M-11
AMPLIFIER - DESCRIPTION . . . . . . . . . . . . . 8A-3
AMPLIFIER - INSTALLATION . . . . . . . . . . . . . 8A-4
AMPLIFIER - OPERATION . . . . . . . . . . . . . . . 8A-3
AMPLIFIER - REMOVAL . . . . . . . . . . . . . . . . 8A-3
ANCHOR - DESCRIPTION, CHILD

RESTRAINT . . . . . . . . . . . . . . . . . . . . . . . . . 8O-14

ANCHOR - INSTALLATION, CHILD

RESTRAINT . . . . . . . . . . . . . . . . . . . . . . . . . 8O-17

ANCHOR - OPERATION, CHILD

RESTRAINT . . . . . . . . . . . . . . . . . . . . . . . . . 8O-16
. 8O-16

ANCHOR - REMOVAL, CHILD RESTRAINT ANCHOR & RIGHT OUTBOARD -

INSTALLATION, CENTER . . . . . . . . . . . . . . . 8O-45

ANCHOR & RIGHT OUTBOARD -

REMOVAL, CENTER . . . . . . . . . . . . . . . . . . . 8O-43

ANTENNA BODY & CABLE -

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8A-4

ANTENNA BODY & CABLE -

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8A-6
ANTENNA BODY & CABLE - OPERATION . . . 8A-4
ANTENNA BODY & CABLE - REMOVAL . . . . . 8A-6
ANTENNA BODY AND CABLE -

DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 8A-4

ANTENNA CABLE - INSTALLATION,

ANTENNA CABLE - REMOVAL,

INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 8A-6

ANTILOCK - DIAGNOSIS AND TESTING,

REAR WHEEL . . . . . . . . . . . . . . . . . . . . . . . . 5-42

ANTILOCK BRAKE - DESCRIPTION,

CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . 8E-3